Locomotive.



W. l. BOHAN.

LOCDMOTIVE.

Aprucmou meu mi. a. 191e.

Patented Got. 9, 1917.

2 SHEETS-SHEET 2.

5MM w a www HM-J WILLIAM J. BOHAN, 0F ST. PAUL, MINNESOTA.

LOCOMOTIVE.

Specitlpation of Letters Patent.

Patented Oct. 9, 1917.

Application tiled April 8, 1916. Serial No. 88,518.

Be it known that I, WILLIAM J. BonAN, a citizenof the United States, residin at St. Paul, in the county of Ramsey and tate of Minnesota, have invented certain new .andi useful Improvements in Locomotives;

and 1 do hereby declare the following to 'be a full,clear, and exact description of the 1nvent1on, such as will enable others crater or dynamo driven by a steam motor or turbine, which latter, under certain conditions, is'driven entirely by the exhaust from the cylinders of tlhe reciprocating en- Uiues, under certain conditions is driven )y live steam, and under certain conditions is driven by mixed live and exhaust steam. The present invention, as one of its major features, involves an improvement over the prior application, in the means for controlling the supply of live Steam to the' steam motor or turbine of the tu1'bogen erator set.

The present invention also involves a novel arrangement of a plurality of engine tenders with condensers, cooling tower and. circulating connections. The invention further involves certain other Vminor but important features, all of whichwill be hereinafter described and defined Din the claims.

In the accompanying drawings whic l `illustrate `the invention, .like clfiaracters,,ina

diente lilge parts vthroughout the several views.

Referring to .the drawings:

Figures 1 and 2 are supplementalQviews in side elevation with some parts broken away, some parts removed and some 'parts nated as a turbo-electric#compound loco'- motive.

Of the parts of the 'locmnol'fiveA proper,

the numeral 1 indicates the boiler, the numeral 2 the cab, the numeral 3 the cylinders, the numeral l the main drive wheels, the miniera] the feed water pump, the numeral 7 the main steam pipe 'from boiler to cylinders, and the numerals 8, 9 and 9,`1"e spectively, the frame, the front Wheels and axles of the front truck which carries a very considerable part of the weight of the front part of the locomolive belier. The truck frame 8 carries electric motors l() that are geared to the axles 9 oi' the said front truck. As shown, the truck frame 8 conv nected to the saddle ol" the cylinders 3, by articulate joints 1L The said front truck is, as shown. provided with front or pilot wheels 1:2 diugranunatical y indicated in Fig. 1. The frontportion of this said truck carries a turbo-generator set made up of an. electric generator or dynamo 13 and a steain turbine 14, the latter being connected to drive the former, and both being of any suitable well known construction. For instance, the said steam turbine 14 may be of the type known as a. low pressure or eX- haust steam turbine. The numeral 15 indientes a two-branch exhaust pipe which lends from the locomotive cylinders 3, is equipped in its branches with check valves 15a, and is connected to a receiver tank 16, which latter, in turn, is connected by a pip'e 17 to the turbine 14.

In this improved locomotive, the usual exhaust nozzle is dispensed with and a socalled exhaust luy-pass pipe 18 is extended to the atmosphere, and leads from the receiver. In this exhaust bypass 18, is an ovenpressure valve 19 of standard or any suitable type, which is set toopen and per- ,mits exhaust through the said bypass under a predetermined pressure, which we may,

for illustration, assume to be ten pounds.

.The exhaust port of the steam turbine 14 iisV connectedyby- 'a large exhaust pipe 20, to va mein condenser- Winch, 1n practice, 1s

preferablyV carried on the locomotive tender, presently to be described. Y 1

As a feature of the present invention, I interpose an auxiliary condenser 21 in the exhaust pipe 20 and carry the same on the locomotive, preferably at the top of the boiler, so as to provide drainage rearwardly to the main condenser on the tender.

F or the supply of live steam from the lboilerto the turbinev14, a pipe 22 is extended' from the boiler head, directly to maintain a predetermined pressure in the '30 having a suitable receiver 16 of, for illustration, five pounds, but inany case, set to maintain a' pressure less than thatrequired to open the overpressure valve 19. 'As a feature of this invention; the engine is provided with a plurality of tenders, and the truck wheels thereof are driven by electric motors. From a broad point of view, these tenders constitute -motor driven tender units or cars, but in their morespecific function as tenders, the -are brought into a novel combination wit the locomotive proper, all as will presently appear. The tenders are equi ped with the usual water tanks and their body portions are indicated by the n erals 2li and 25. The truck wheels 26 a e, `diiven by electric motors V27 .suitably supported on the truck frames and suitably geared to the axles of the said truck W eels'.

In the preferredarrangement the tende' body 25 is equipped with condenser 28 o ani),7 suitable construction, l utV ias shown, of tu ular type, amfthe 'sa tender carries a cooling tower 29 The tanks of the two tenders are connected ,v an equalizmg pipe exible portion. The delivery end .ofthe exhaust pipe 20 has a iexible joint 31"' between the locomotive and first tender, and the'rear end thereof '1s connected directly. or indirectly to the tubular part of the cond-en er 28, vWhile thepther extremity, tr 5. the lowercxtremity of said tubular'A of .ke condenser, is counected by a sus we ine 3.2 to a vacuum pump 33 of suitable@V isIiCj'fiom'and'which, 1n turn, discharges td. "lie cooling tower 29 through a pipe 34.' Qn the rear tender is a pump 35, preferably' of the rotary type,

aving a suction pipe 36 leading from the i lower portion of the tank of the rear tender.

This pump 35 is provided with a discharge pipe 37 t at is connected, through a exi le section 38 to the bottom of the water v compartment of the condenser 28. The upper portion of the Water compartment of said condenser has a discharge pipe 39 that delivers the cooling *water also to the coolin tower 29.

e several above described electric mo- -p'1r`pose,`but for simplicity of illustration,

pipe 17, check valve 15, l

the said motors are shown as connected, in

arallel', b

wfires 40 and 41 that tap leads 2 and 4 frm the said generator. In

practice, however, I would advisably use a' system of electric supply and control, such as illustrated in a general way, in my. said prior application. Y i

Operation.

Steam is, of course, supplied to the cylinders 3 ofthe locomotive 1n the usual way, through the throttle' valve and the mam steam supply pi e 7. In starting the looomotive, the tur ine 14 should be started either simultaneousl with, or a little ahead of the admission o live steam to the cylinders 3. This, as is evident, may be ac complished by opening the controlling valve 22. ,In this starting action, and in fact, at all times, the check valve 15* prevents the steam from iiowing back into the steam chests of the 'steam cylinders, but will open to permit exhaust therefrom into the receiver 16'.

As theoverroducingY valve 19 is set to open under hig 'er'pressure than the reduc-l ing valve 23,there is no possibility of the waste o live ,steam to the atmos here, through the byV-pass 18. With the re ucing valve 23 set, als assumed, for five pounds pressure, five pounds will be the maximum pressure obtainable, from the live steam source, within the receiver 16, but the cxhaust from the engine cylinders, under certainr conditions, will ra se the pressure in the receiver sometimes to a point in excess of the assumed pressure of ten pounds, at which the over-pressure valve19 isset to open, and in that event, the.surplus steam will be exhausted through the by-pass 18. is will happen onl when the turbine ir. not taking steam as alst as supplied from the exhaust. Otherwise stated, at any time when the pressure in the receiver 16 exceeds Vthe assumed pressure offive pounds, the turbine will be using only exhaust steam. The only time that it is really necessary to close the valve 22'L is when it is desired to stop the turbine While the engine is standi still or not working. Nevertheless, if the valve 22' be closed while the engine is running, then .only exhaust steam will be available for operating the turbine.

The pressure reducing valve in the steam supply pipe to the steam motor or turbine is a very highly important feature, because it controls the pressure of live steam inthe receiver and keeps the same below a pressure which might otherwise createV excessivebaclr pressure against the exhaust from'lthe eflginf/ltiyliiiders.

When thel emotive is operating at slow speeds and lo g cut-of, the sup ly of steam taken from t e locomotive 'bo' er is essentiall`y very sm and only a very small proportion of the maximum supply which the supply of live steam in pipe 22 will be automatically controlled in the receiver 16, due to the fact that the supply of exhaust steam from the cylinders 3, at the speed at which they use practicallly all of the boiler supply, will build up a pressure in the receiver 16 sutiicient to automatically check the volume of live steam in pipe 22. Furthermore, it willfbe noted that the4 entire charge in the receiver 16 is dependent upon the loud ciipacityimposed upon the turbine, and consequently, upon the quantity of steam reuired vto operate the turbine. lf all ot thiI steam supplied in receiver 16 is in excess of what is required to operate the turbine, pressure will buildup in said receiver and at the predetermined' oint, assumed to be ten pounds, blow-o to atmosphere. This com` vbination enables tli-e locomotive to be operated either by the turbine unit or by the reciprocating unit or both. lu event of either of the power units failing, as in case of a break-down, the available unit can be used to draw a train into a terminal station or siding.

A highly important feature, however, is found in the fact that this system enables the combined engine to operate :it a maxi-l inuni boiler capacity oi? the locomotive, at all timessind renders available several times the ti'active power ordinarily obtained tieni the same locomotive boiler operating in the usual inanner. Substantially the whole weight of v the locomotive and, in fact, of a train, may

be utilized for traction.

It is further important to note that the pump 33 will produce a suction or piston vacuum in the exhaust pipe 20. Thel auxiliary condenser 2l not only relieves the main condenser 28 and increases the suction or vacuum produced by condensation, but does this at a peint close to the turbine.

By applying the condenser and tower on the one tender and the pump on the other, the coldest water is always available for cooling the condenser. Moreover, the two connected tanlis of the two tenders give a large water supply for condensing purposes and for supplying the locomotive, making it articularly advanta ecus in places where ad water prevails an the supply of good water is scarce.

What l claim is:

l. In a locomotive having a plurality of traction wheels, the combination with a steam cylinder and driving connections between said cylinder and some of said wheels, of means for suppiying live steam from the boiler to said cylinder, a siouin-operated 1notor, driving means between said-motor and others of said wheels, a steam receiver, an inlet thereto for the exhaust steam from said cylinder', an. inlet thereto for live steam, an exit therefrom for supplying steam toI operato said motor, and means for preventing the pressure from said live steam supplied to the receiver overcoming the pressure of the exhaust steam from said cylinder.

2. In a locomotive having a plurality of traction Wheels, the combination with a steam cylinder and driving connections between said cylinder and some of said wheels, said cylinder being supplied by live steam from the locomotive boiler, of electric motor drives for others of said wheels, a turbogenerator set ,For supplying current to said in otors, a steam receiver, connections between said receiver and said c vliniler for transfer# ringr the exhaust from the cylinder to said receiver. u live steam supply for said re eeiver, a connection from said receiver to the turbo-generator set Jfor operating the latter, and means for preventing the pressure from the live steam supplied to t-lie receiver overcoming the pressure of the exhaust steam vfrom the cylinder.

I3. In a locomotive having a plurality of traction wheels, the combination with steam cylinders vund connections from said cylinders to some of said wheels for driving the latter, electric motor drives for others of said wheels, o. turbmgenerator set for supplying rin-rent to said motors, :i steam receiver interposed between said cylinders and the turbine and adapted to receive the exhaust nimm from the "vliinlcrs and transfer the saine to the tnrlziiiet a cheek valve in the connections between the rvlinders and said receiver, a pipe for suf'rtlif'iiig live steam to said receiver and having a` reducing valve therein, and a by-pass pipe leading from said receiver and having an over-pressure valve therein, substantially as and for the purposes specified. I

4. In a locomotive, the combination with thc boiler steam cylinders, drive wheels. and connections between the same, ofa ytruck as;A `eociated with said locomotive, im- .electric motor for driving the wheels of'fisad truck` ,I

on electric generator supplying `current to said motor, a steam motor for driv-ingsaid nectedito said locomotive, an. electric motor for driving the wheels of'said truck, an electric-generator, supplyingy current to said motor, a steam motor for driving said generator, a receiver connected to said steam turbine and to the exhaust from the cylinders of said locomotive, and steam connections, including a pressure reducing valve, supplying steam from the locomotive boiler to said receiver.

6. In a locomotive, the combination with the steam cylinders, driving wheels and connections between the same, of a truck connccted to said locomotive, an electric motor for driving the wheels'of saidtruck, an electric generator supplying current to said motor, a steam motor for driving said generator, a receiver connected to said steam' turbine and to the exhaust from the cylinders of said locomotive, and steam connections, including a pressure reducing valve, supplying steam from the locomotive boiler to said receiver, the connections between said receiver and exhaust to the said cylinders including a check valve preventing a iow of steam from said receiver to said cylinders.

7. In a locomotive, the combination with the steam cylinders, driving wheels and connections between the same, of a truck connected to said locomotive, an electric motor for driving the wheels of said truck, an electric generator supplying 1current to said motor, a steam motor for driving said generator, a receiver connected to said steam turbine and to the exhaust from the cylin ders of said locomotive, and steam connections, including a pressure reducing valve, supplying steam from the locomotive boiler to said receiver, and a by-pass leading from said receiver and equipped with an overpressure valve set to open under a pressure greater than that required to open said reducing valve.

8. In a locomotive, the combination with the steam cylinders, driving wheels and rconnections between the same,'of a truck connected to said locomotive, an electric motor for driving the Wheels of said truck, an electric generator supplying current to said motor, a steam motor for driving said generator, a receiver connected tosaid steamA yreceiver and exhaust to the said cylinders in- "cluding a check valve preventing a iiow of Vsteam from said receiver to,l said cylinders,

and a by-pa ssleading from said receiver and equipped withan over-pressure valve set to open under a pressure greater than that required to open said reducing valve.

9. In a locomotive, the combination with steam cylinders, drive Wheels and driving connections between the same, of aV truck connected to said locomotive, a motor for driving the Wheels of said truck, an electric generator supplying said electric motor, a steam motor for driving said generator, and means whereby live steam from the boiler or exhaust from the engine cylinders, or both', may be employed to drive said steam motor. l

10. The combination with the steam cylinders, drive wheels and driving connections of a locomotive proper, of a multiplicity of cars connected to said locomotive, electric motors for driving the wheels of said cars, an electric generator on said locomotive for supplying current to the motors of the several cars, a stealn motor for driving said generator, and steam connections from the locomotive boiler to said steam turbine.

11. The combination with the steam cylinders, drive wheels and driving connections of a locomotive proper, of a multiplicity of carsV connected to said locomotive, electric motors for driving the wheels of said cars,

an electric enerator supplying current to the motors o the several cars, a steam motor for driving said generator, and live steam' and exhaust steam connections from the locomotive boiler and cylinders to said steam motor.

12. The combination with the steam cylin ders, drive wheels and driving connections of a locomotive proper, of a plurality of tenders connected thereto, motors for driving the Wheels of said tenders, an electric generator supplying said motors, a steam motor for driving saidgenerator, steam connections for driving said steam motor from said boiler, a condenser on one of said tenders, an exhaust pipe from the exhaust of said steam motor to said condenser, a pump on the other tender provided with circulating connections for delivering Water from the tank on which it is applied to the condenser on the other tank, and a waterequalizing connection between the tanks of said two tenders.

'In testimony whereof I ailix my signature in presence of two witnesses.

1 WILLIAM J. BOHAN. Witnesses: 4

Bannion G. WHEELER, HARRY D. KIUGORE. i 

